Air-cooled engine



H. B. KUHN.

AIR COOLED ENGINE.

1,307,680. APPLICATION FIEJID JAN. a. me. Patented June 24.1919.

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MR COOLED ENGINE.

APPLICAHON FILED mgs. 1919.

Patented June 24, 1919.

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MR COOLED ENGINE.

APPLICATION FILED JAN.B. I919.

Patented June 24, 1919.

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R. B. KUHN.

AIR COOLED ENGINE.

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AIR COOLED ENGINE.

APPLICATION FILED JAN. 8, 1919.

Patented June 24, 1919.

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UNITED STATES PATENT OFFICE.

ROBERT B. KUI-IN, 0F CANTON, OHIO.

AIR-GOOLED ENGINE.

Application filed January 8, 1919.

T 0 all whom it may concern:

Be it known that 1, ROBERT E. Kenn, a citizen of the United States, residing at Canton, in the county of Stark and State of Ohio, have invented certain new and useful Improvements in Air-Cooled Engines, of which the followin is a specification.

The invention re ates to means for cooling the cylinders of internal eon'ibustion engine by the movement of air; and one object of the improvement is to make the cooling means independent of the engine case or (210 sure and also separate from the frame or hood of the machine for which the engine is used.

Further objects of the improvement are to give a greater range of heat control than has heretofore been provided; and to differed tiate the amount of air passing the several cylinders of the engine.

These objects are attained by constructing a case forming a cooling chamber around the cylinders and a communicating vacuum chamber, by employing exhausting means for moving air to cool. the engines when producing the highest heat, and providing a valved opening in the case. between the cooling chamber and the exhausting means for varying the flow of air through the cooling ch ambe and a transverse diaphragm in the cooling chamber apertured for varying the How of air past different cylinders.

An embodiment of the invention, as applied to a four cylinder automobile engine, is illustrated in the accompanying drawings, forming part hereof in which Figure 1 is a side elevation;

Fig. 2, a plan view;

Fig. 3, a longitudinal section on line 3-3, Fig. 2;

Fig. i, a plan section on line k -4, Figs. 1 and 3.

Fig. 5, a, plan section on line 5-5, Figs. 1 and 3.

Fig. 6, a transverse section on line G-6, Figs. 1 to 5;

Fig. 7, a transverse section on line 7 -7 Figs. 1 to 5; and

Fig. 8, a fragmentary section, showing details of the valved opening in the case of the vacuum chamber.

Similar numerals refer to similar parts throughout the drawings.

The engine cylinders 8 are mounted on the crank case 9, and the longitudinal radiatin fins 10 are provided on the upper portion 0 Specification of Letters Patent.

atented J 11110 24, 19.19.

Serial No. 270,198.

the cylinder wherein is located the combustion chamber 11, in accordance with the usual practice in air cooled automobile en gines.

The case 12 of the cooling chamber 1;} may be made with a reduced portion in. the form of the open ended cylindric jackets ll closely surroundii'ig the edges of the radialing fins 10 throughout their length, and an enlarged portion 15 which may .w-urrouiul Hucylinders below the fins.

The transverse diaphragm 16 is provided in the cooling case, and as shown, may located in the enlarged lower portion thereof. A series of apertures 17 and ii are provided in the diaphragm around each of the cylinders and these apertures are so sized and spaced as to control and determine the amount or volume of air passing the respective cylinders.

For instance. if the operation of a particular cylinder, say the third cylinder as shown, habitually develops more heat than the others, some or all of the apertures 1? around the same are made larger than those around the other cylinders, so that more air will pass this particular cylinder with a greater cooling effect than will pass the other cylinders.

The movement of air through the cooling case is preferably induced by a centrifugal fan 17 exhausting from a vacuum chamber 18 formed by the case 19 mounted at the rear end of the crank case 9; and in the present embodiment, the air is drawn from the cooling chambers through the fines 20 in the saddle case formed by the walls 22 and 23 extending downward from the sides and bottom walls of the cooling chamber, on each side of the crank case.

It will be understood, that the use of such fines is not necessary when the vacuum chamber can communicate directly with the cooling chamber; and also that the use of a separate vacuum chamber is not necessary when the exhausting means can draw the air directly from the enlarged portion of the cooling chamber, which is in fact a common chamber which draws the air through. the cooling fiues formed by the cylinders, the fins and the surrounding jackets.

The capacity of the fan and the size of the various fines and chambers and the diaphragm apertures are designed for the movement of the required volume of air through the fin fines for cooling the. cylinders when the engine is operated under extraordinanv or maximum heat producing conditions; and for regulatin the movement of air for cooling the cylinders under the ordinary operating conditions, a valved opening is provided in the wall of the vacuum case at a point between the fin fines and the exhausting means.

Such opening may be in the form of a series of slots 2% in the tops of the vacuum chamber, which may be closed by the slotted valve or damper 25 for moving the maximum amount of air through the fin fines, and it is evident that by opening the slots more or less by a shifting of the valve or damper, the amount of air passing through the fin flues will be reduced in proportion to the amount of air drawn through the valved opening.

i. In combination with the cylinders of an engine, a case forming a cooling chamber around the cylinders, means for moving air through the chamber, and a diaphragm in the ease having differential apertures for determining the amount of air passing through different portions of the chamber.

2. In combination with the cylinders of an engine, a case forming a cooling chamber around the cylinders, means for moving air through the chamber, and a diaphragm in the case having difierential apertures for (leterminin the amount of air passing the several cylinders.

3. In combination with engine cylinders having radiating fins thereon, a case forming coolin flues among the fins and an enlarged coo ing chamber at the end thereof. means for moving air through the cooling fines and chamber, and a diaphragm in the enlarged chamber having dil'lerential aperlures for determining the amount of air passing the several cylinders.

4. In combination with the cylinders of an engine, a case forming cooling lines around the cylinders and a vacuum chamber communicating therewith, and means for exhausting air from the vacuum chan'ibel', there being a valved opening in the case between the cooling lines and the exhausting means for regulating the How of air through the cooling flues.

5. In combination with the cylinders 01? an engine, a case forming a coolingchamber around the cylinders and a vacuum chamber communicating therewith, means for eX hausting air from the vacuum chamber, lhere being a valved opening in the wall of the vacuum chamber.

(5. In co-n'ibination with the cylinder oi an cngine, a case forn'ring cooling fines around the cylinders and a common chambcr conr lnul'lical'ing therewith, means for impclling air through the common chamber, lherc being a valved opening in the case between the cooling fines and the impelling means tor regulating the flow of air through the coolin fiues.

In combination with the cylinder of an engine, a case forming cooling fines around the cylinders and a. common chamber comnnmicating therewith, means for impelling air through the common chamber, and means between the cooling fines and the in'ipelling means for regulating the amount of air flowing through the cooling fines.

ROBERT B. KUHN.

Copies of this patent may be obtained for five cents each, by addressing the "Commissioner of Patents, Washington, D. C. 

